US2559079A - Engine - Google Patents

Description

July 3, 195l c. E. LEJA 2,559,079 'I ENGINE Filed OCI'.. l5, 1947 IN V EN TOR. Cas/)nir E. Lef@ by one end of the connecting rod 20.

Patented July 3, '1951 UNITED STATES PATENT OFFICE ENGINE Casimir E..Leja, Chicago, Ill.

Application October 15, 1947, Serial No. 780,049

(Cl. 12S-84) 4 Claims.

This invention relates to internal combustion engines and is particularly directed to small engines of this type which are adapted for various uses and particularly for aviation and racing cars or models.

The principal object of the invention is to provide an improved engine of this type which will,

be simple in construction, easily started and dura-ble and eicient in operation.

Other objects arev to provide an improved engine housing; to provide a simplified crankshaft and improved camshaft drive; to provide an improvedv mounting for a propeller or fly Wheel.; to provide novel valve springs; and to provide such other improvements in construction, and operation as will appear more fully from the following description.

In the accompanying drawing illustrating this invention,

Fig. 1 is a longitudinal sectional View with parts broken away or omitted for convenience in illustration;

Fig. 2 is a perspective view of the crankshaft;

Fig. 3 is a perspective view of the camshaft and driving mechanism;

Fig. 4 is a front view as taken from the right hand side of Fig. 1 particularly showing the irnproved cooling fins; and

Fig. 5 is a detail of the valve spring mounting.

As shown in theseV drawings, 6 is the cylinder which is preferably provided with a steel lining 'I and cylinder head B. The-crankcase 9 is cast integrally with the cylinder and has an opening Ill whichis concentric with the shaft and which is covered by a housing II secured thereto by means of cap screws: I2 as shown. The housing II is of somewhat oval or egg-shape and is provided with an inwardly extending elongated bearing I3 for the tubular crankshaft I4. Bushings IE and I6 are pressed into the ends of the bearing member I3 for engagement with the crankshaft. The crank arm I'I has a counter weight I8 at one end and a tubular crank pin I9 at the opposite end. The crank pin is engaged The opposite end of the connecting rod engages With the wrist pin 2| of the piston 22.

The camshaft 23 is formed integrally with. `the cams 24 and 25 and is held in place `by split bearings 26 and 2l which are rst assembled on the camshaft and then pressed into: bosses` 28 and 29 provided in the crankcase for receiving the same.

The camshaft 23 has a gear 30 secured to its inner end which meshes with a pinion gear 3l formed integrally with a stub shaft 32 which is mounted in a hearing 33 in alignment with the axis of the shaft I3. The stub shaft 32 has a radially extendingarm 34 which is also preferably formed integrally with the gear 3| and engages with a slot 35 in the end of the, crankpin I9 as shown in Figs. 2 and 3. The arm 34 has a counter weight 36. By means of this gearing arrangement, the camshaft will be driven at the proper speed and it will be particularly noted that the pinion 3I will remain in the crankcase and the proper timing will be maintained when the crank pin engages with the arm 34. This arrangement provides forthe convenient removal of the crank and again assembling the same without disturbing the valve timing.

The cams 24 and 25 engage respectively with camv followers 31 and 38 which actuate the push rods 39 and 40 for operating the rocker arms 4I and 42 which coact with the valve stems 4.3 and.

44 in the usual manner.

The valve stems are raised by springs 45- and 46, the particular construction and arrangement.

of which constitutes one of the important features of the present invention. These springs are bear against the bottoms of the'holesand provide the only points of contact between the springs and the cylinder head. The arrangement is such that the bearing portions of the springs will be in alignment with the center line of the valve stems and thus tend to prevent any lateral pressure on the upper portions of such stems when the valves are operated.

This type of floating spring has a higher period of vibration or oscillation than an ordinary coiled spring and does4 not tend to surge as readily as such springs. The rocker arms are pivotally :mounted in a housing or bracket 49 which is secured -by means of two. studs 50 which studs also serve to fasten the cylinder head to the cylinder. The cylinder head is further fastened hy two similar shorter studs 5I. ment adds to the saving in weight andl simplicity of construction.

A substantially circular guard or protector 52 l which is concentric with the axis of the crankshaft is cast at the rear of the crankcase and ex- Thisk arrange- 3 tends inwardly over the camshaft gears. This guard prevents damage to the connecting rod when the propeller or fiy wheel is removed and the engine is cranked, or also in the event of certain kinds of accidents or crack-ups.

Some of the cylinder head cooling ns such as shown at 53 are arranged to curve from a horizontal plane to a vertical plane, thereby giving more fin area on the exhaust side of the cylinder head as shown in Fig. 4. This particular arrangement adds greatly in maintaining the proper temperature of the engine for giving the highest efficiency.

The driven member 54 which may be a propeller, fly wheel, pulley, or the like, is mounted between two discs 55 and 56. The disc 55 is secured to the shaft I4 preferably by means of splines or projections 51 which t in corresponding grooves in the hub of the disc. A cap screw or bolt 58 extends through the discs and driven member and is threaded to engage with the corresponding threads 59 in the end of the crankshaft |4.- This permits an easy and convenient mounting of the propeller, or the like, and in the event of damage, there is little possibility of injury to the crankshaft.

From this description, it will be seen that I provide an engine in which the crankshaft housing is such that it provides for ease of assembly in production, and furthermore increases the capacityl of the crankcase. This lowers the crankcase compression and results in cleaner and more efficient running. The construction whereby the crankcase and cylinder are cast together with necessary bosses or projections or various operating parts further enhances the simplicity of construction and economy in the manufacture of the engine as well as improvement in the operation of the same.

It will be noted that the engine may be provided with any desired form of ignition and other coacting devices such as fuel supply, and the like, in order to make an operative structure, but such parts have not been described as they form no part of the invention except as instrumentalities used in the operation of the same.

, It will also be noted that changes may be made in the details of construction or arrangement of the parts without departing from the spirit and scope of the invention, and therefore I do not wish to be limited to the particular construction shown and described except as setforth in the following claims in which I claim:

1. In an internal combustion engine, the combination of a cylinder, a crankcase, a crankcase housing extending outwardly from the crankcase and forming an extension therefor and having a bearing extending into the crankcase, a crankshaft mounted in said bearing, a piston in said cylinder, a piston rod connecting the piston with the crank, said crankshaft having its crank pin extending a short distance only through the piston rod and having a transverse slot therein, a stub shaft mounted in the crankcase in alignment with the crankshaft, a pinion on the stub shaft adjacent to the crank pin, .an arm extendingrradially'from Vthe stub shaft and engaging with the slot in the crank pin, a camshaft mounted adjacent to Vthe stub shaft and a gear on the camshaft engaging with the pinion on the stub shaft, the arrangement being such that the stub shaft and pinion may remain in the crankcase when thecrankshaft is removed and the timing will bemaintained when the crankshaftis in 4 serted with the slot in the crank pin engaging with said arm.

2. Valve actuating means for an internal combustion four-cycle engine having a crankcase which is closed at one end, a bearing extending inwardly from the closed end and open to the crankcase, a stub shaft mounted in the bearing and extending into the case, a gearing on the inner end of the stub shaft formed integrally therewith, an arm formedintegrally with the gear and extending at right angles thereto, the crankcase having an opening opposite the closed end, a

` housing covering said opening, a crankshaft bearing in the housing, a crankshaft mounted in said bearing and having a crank pin with a transverse slot in the end thereof which is engaged by .said arm, a removable bearing in the closed end adjacent to the stub'shaft bearing, a camshaft mounted in said bearing and extending into the crankcase, a gear on said camshaft which meshes with the rst named gear, and cams formed integrally with the camshaft which are also positioned in the crankcase.

3. An engine having a crankcase which is closed at one end, a bearing inr the closed end which opens into the crankcase, a stub shaft mounted in said bearing and extending into the case, a gearing carried by the stub shaft, an arm on the gearing extending radially therefrom, the crankcase having an opening opposite the closed end which is sufciently large to permit the insertion of the stub shaft with the parts mounted thereon intoy position through said opening, a housing for said opening, a crankshaft bearing in they housing, a crankshaft mounted in the bearing and having a crank pin with a transverse slot in the end` thereof which is engaged by said arm for turning .the stub shaft, thearrangement being such that the stub shaft and parts connectedV therewith may be readily inserted through the gagement with the crank pin.

4. An engine having a crankcase closed at one end, a bearing in the closed end, a stub shaft mounted in the bearing and extending into the case, a gear carried by said stub shaft, an arm extending radially from said gear, a bearing in the closed end adjacent to the bearing for the stub shaft, a cam shaft mounted in said bearing and extending into the crankcase, a gear on said cam shaft which meshes with the first named gear, and a substantially circular guard prof jecting from the crankcase wall and extending inwardly over said gears, substantially as described.

* Y* CASIMIR E. LEJA.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 615,766 Vansckle 1 DeC. 13, 1898 815,779 Bailleul Mar. 20, 1906 872,571 Moser Dec. 3, 1907 1,422,729 Waterhouse July 11, 1922 1,447,245 Gore Mar. 6, 1923 1,974,802 Chilton Sept. 25, 1934 2,085,976 Heintz --.n July 6, 1937 2,252,600 May Aug. 12, 1941 2,419,274 McDowall et al. Apr. 22, 1947

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